基于操纵过程推演的船舶可变速自动避碰决策方法

黄立文; 李浩宇; 梁宇; 赵兴亚; 贺益雄

doi:10.3963/j.jssn.1674-4861.2021.06.001

基于操纵过程推演的船舶可变速自动避碰决策方法

doi: 10.3963/j.jssn.1674-4861.2021.06.001

黄立文^{1, 2,},
李浩宇¹,
梁宇¹,
赵兴亚¹,
贺益雄^{1, 2, ,}

1.
武汉理工大学航运学院武汉 430063
2.
武汉理工大学内河航运技术湖北省重点实验室武汉 430063

基金项目:

国家重点研发计划项目 2019YFB1600603

国家重点研发计划项目 2020YFE0201200

国家自然科学基金面上项目 52071249

详细信息

作者简介:
黄立文(1963—), 博士, 教授.研究方向: 交通信息工程及控制.E-maill: whuang@whut.edu.cn

通讯作者:
贺益雄(1976—), 博士, 副教授.研究方向: 智能航行.E-mail: heyixiong7@whut.edu.cn

中图分类号: X51
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出版历程
- 收稿日期: 2021-09-08
- 网络出版日期: 2022-01-12

A Decision-support System for Automated Collision Avoidance of Ships with Variable Speed Based on Simulation of Maneuvering Process

HUANG Liwen^{1, 2
,},
LI Haoyu¹,
LIANG Yu¹,
ZHAO Xingya¹,
HE Yixiong^{1, 2
, ,}

1.
School of Navigation, Wuhan University of Technology, Wuhan 430063, China
2.
Hubei Key Laboratory of Inland Shipping Technology, Wuhan University of Technology, Wuhan 430063, China

摘要

摘要: 为了解决船舶部分场景中仅靠变向避让效果差的问题，研究了多物标环境下符合避碰规则的船舶可变速自动避碰决策方法。基于船舶会遇四阶段理论和船舶领域模型量化船舶碰撞危险度，通过可变速MMG模型和模糊自适应PID航向控制方法推演船舶定、变速改向操纵过程。在此基础上，改进了基于操纵过程推演和速度障碍理论的动态可行操纵区间求解算法。以实船为仿真目标，进行了不同操纵方案下的对比实验和多物标场景下的仿真实验。将程序运行步长设置为1 s，结果表明：①预设他船位置（4 n mile，4 n mile），航向270，航速12 kn，本船位置（0 n mile，0 n mile），航向000，航速12 kn的交叉相遇态势下，变向变速避让和仅变向避让采取操纵行动的最晚时间点分别为711 s和643 s；②在物标较远的多物标环境下，本船O保向保速至663 s，与目标船T_A，T_C，T_D构成碰撞危险，采取目标航向、转速区间为[48°, 61°]、[75 r/min, 85 r/min] 中任意组合可让清所有物标。
- 避碰机理 /
- 避碰规则 /
- 操纵过程推演 /
- 碰撞危险度 /
- 可变速避碰
Abstract: A decision-making method for variable speed automatic collision avoidance of ships in a multi-objective environment meeting the International Regulations for Preventing Collisions at Sea is studied to solve the problem of the poor effect of collision avoidance only by altering the direction in some scenes of ships. The risk of ship collision is quantified based on the four-stage theory of ship encounters and the ship domain model. The variable-speed MMG model and fuzzy adaptive PID heading control method are used to derive the ships' steering process at fixed and variable speeds. On this basis, an algorithm is improved for solving the dynamic feasible maneuvering interval based on the deduction of the maneuvering process and the speed obstacle theory. Combined with the actual scenarios, comparative experiments under different maneuvering schemes, simulations, and multi-objective scenarios are carried out. The results show that: ① The program running step length is set to 1 s. Under the pre-set position of other ship (4 n mile, 4 n mile), heading 270, speed of 12 kn, ship position (0 n mile, 0 n mile), heading 000, speed of 12 kn, the latest time point for maneuvering action to alter directions and speeds for yielding is 711 s. The latest time point for manipulative actions to be taken only by altering directions for yielding is 643 s, and that to be taken is delayed by 68 s. ② In a multi-object environment with distant objects, ship O driving to 663 s and keeping the speed and direction, which poses a collision risk with target ship T_A, T_C and T_D. At this time, any combination of target course interval [48°, 61°] and rotation rate interval [75 r/min, 85 r/min] can clear all targets.
- mechanism of collision avoidance /
- COLREGs /
- deduction of the maneuvering process /
- collision-risk index /
- collision avoidance decision with variable speeds

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图 1 船舶领域模型

Figure 1. Ship domain model

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图 2 对遇局面潜在碰撞危险

Figure 2. PCR of head-on situation

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图 3 追越局面紧迫局面形成点

Figure 3. FTCS of overtaking situation

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图 4 交叉相遇局面紧迫局面形成点

Figure 4. FTCS of crossing situation

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图 5 FTCS求解流程

Figure 5. Solution process of FTCS

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图 6 速度障碍

Figure 6. Velocity obstacles

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图 7 模糊自适应PID控制器

Figure 7. Fuzzy adaptive PID controllers

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图 8 动态速度障碍区

Figure 8. The range of dynamic velocity obstacle

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图 9 操纵方案求解流程

Figure 9. Solving flow of the maneuvering scheme

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图 10 变向避碰

Figure 10. Alter course for preventing collisions

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图 11 变向变速避碰

Figure 11. Alter course and speed for preventing collisions

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图 12 不同操作方案最晚行动时间点

Figure 12. Latest action time of different operation schemes

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图 13 多物标可行改向区间仿真

Figure 13. Simulation of multi-objective, feasible-redirection intervals

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图 14 多物标可行转速区间仿真

Figure 14. Simulation of the feasible-speed interval for multi-targets

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表 1 船舶资料

Table 1. Particular of the ship

参数	数值	参数	数值
吃水/m	14.5	舵面积/m²	56.88
船长/m	225	水密度（/kg/m³）	1 025
船宽/m	32.5	额定转速（/r/min）	93
排水量/kg	90 000×10³	螺旋桨进距/m	4.738

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表 2 车钟转速表

Table 2. Tachometer of the propulsion

车令		转速（/r/min）	航速/kn
前进	海上速度	93	14
	前进三	85	12
	前进二	70	10.5
	前进一	48	5
	微速前进	35	3
后退	微速后退	35	3
	后退一	48	5
	后退二	70	10.5
	后退三	85	12

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表 3 碰撞危险形成限定条件

Table 3. Conditions for collision risk formation

局面	潜在碰撞危险	2船距离/n mile	时间/s
对遇局面	存在PCR	距离≤6
追越局面	存在PCR	距离≤3
交叉相遇局面	存在PCR	距离≤6	TCS < 1 200

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表 4 对比实验参数

Table 4. Parameters in the contrast experiment

船舶类型	坐标/n mile	航向/°	航速/kn	初始转速（/r/min）
本船	（0，0）	0	12	85
目标船	（4，4）	270	12	85

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表 5 仿真实验参数

Table 5. Parameters in the simulation experiment

目标类型	坐标/n mile，半径/m	航向（/°）	航速/kn	TCS /s			CRI
目标类型	坐标/n mile，半径/m	航向（/°）	航速/kn	k₁	k₂	k₃	k₁	k₂	k₃
目标船T_A	（3.5，8.8）	210	10	951	349	349	0	0.12	0
目标船T_B	（5.5，8.3）	173	12	0	0	0	0	0	0
目标船T_C	（-4.4，1.5）	60	13	1582	842	0	0	0.03	0
目标船T_D	（-2.9，6.8）	120	11	1136	537	767	0	0.06	0
圆形障碍物1	（-3，6），r = 200			1715	1115	278	0	0	0
圆形障碍物2	（4，3），r = 300			1014	414	976	0	0	0

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